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Lec 02-3 - Fuselage Contribution

The document discusses the contributions of the fuselage to aircraft flight dynamics. It describes how Max Munk and Multhopp analyzed the aerodynamic characteristics of isolated and winged fuselages. Their work showed that the fuselage produces a destabilizing pitching moment that varies linearly with angle of attack. Equations are provided to calculate the zero-lift and angle of attack pitching moment coefficients based on fuselage geometry and aerodynamic properties. An example is given to demonstrate calculating the total aircraft pitching moment curve from the individual contributions of the wing, tail, and fuselage.

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Arslan Mehmood
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51 views

Lec 02-3 - Fuselage Contribution

The document discusses the contributions of the fuselage to aircraft flight dynamics. It describes how Max Munk and Multhopp analyzed the aerodynamic characteristics of isolated and winged fuselages. Their work showed that the fuselage produces a destabilizing pitching moment that varies linearly with angle of attack. Equations are provided to calculate the zero-lift and angle of attack pitching moment coefficients based on fuselage geometry and aerodynamic properties. An example is given to demonstrate calculating the total aircraft pitching moment curve from the individual contributions of the wing, tail, and fuselage.

Uploaded by

Arslan Mehmood
Copyright
© © All Rights Reserved
Available Formats
Download as PDF, TXT or read online on Scribd
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AAE 354

Lesson 02-3

Flight Dynamics

Fuselage
Contribution
Fuselage
• Function: Provide room for flight crew and
payload
• Length should be larger than width or height
(long slender body) to reduce drag
• Many designs use circular cross-section
Max Munk
• Studied aerodynamic characteristics of fuselage without wing in
1920
• Neglected viscosity and treated flow around the body as ideal
• It was shown that the pitching moment was de-stabilising in
nature and varied linearly with angle of attack

𝑑𝑀
= 2 𝑘2 − 𝑘1 𝑄𝑉𝑓
𝑑𝛼

where 𝑉𝑓 is volume of the fuselage and 𝑘2 − 𝑘1 is the apparent


mass constant, which depends on body fineness ratio 𝑙𝑓 /𝑑𝑚𝑎𝑥 .
𝑙𝑓 is the fuselage length while 𝑑 is the local width/diameter
Apparent Mass Coefficient
𝑑𝑀
= 2 𝑘2 − 𝑘1 Q𝑉𝑓
𝑑𝛼
2 𝑘2 − 𝑘1
𝐶𝑚𝛼 = 𝑉𝑓
𝑓 𝑆𝑐ҧ
• Assuming that the fuselage is a streamlined body with varying
width/diameter, the moment equation can be re-written in a
coefficient form as

𝜋 𝑘2 − 𝑘1 𝑙𝑓 2
𝐶𝑚𝛼 = න 𝑤𝑓 𝑑𝑥
𝑓 2𝑆𝑐ҧ 0

• where 𝑐ҧ = the wing mean aerodynamic chord


𝑆= the wing reference area
𝑤𝑓= the local width of the fuselage
Presence of Wing
• For an isolated fuselage, the local angle of attack will be
constant along the entire length
• In presence of wing it will vary as shown:

• Upwash in front of the wing


leading edge
• Downwash behind the wing
trailing edge
• Parallel to the wing chord
between wing leading and
trailing edges, 𝛼𝑓 = 0
Multhopp
• Multhopp extended Munk’s analysis to account for these effects.
Accordingly:
𝑙𝑓
1 2 𝜕𝜀𝑢
𝐶𝑚𝛼 = න 𝑤 𝑑𝑥
𝑓 36.5 𝑆𝑐ҧ 0 𝑓 𝜕𝛼

• The zero lift pitching moment can be assumed to be zero for


symmetric fuselages. For cambered fuselages (with leading edge
droop or aft upsweep)

𝑘2 − 𝑘1 𝑙𝑓 2
𝐶𝑚0 = න 𝑤 𝛼 + 𝑖𝑓 𝑑𝑥
𝑓 36.5 𝑆𝑐ҧ 0 𝑓 0𝑤
Nose Droop & Aft Fuselage Upsweep
Approximation
𝑥=𝑙𝑓
𝑘2 − 𝑘1
𝐶𝑚0𝑓 = ෍ 𝑤𝑓2 𝛼0𝑤 + 𝑖𝑓 ∆𝑥
36.5 𝑆𝑐ҧ
𝑥=0

𝑥=𝑙𝑓
1 𝜕𝜀𝑢
𝐶𝑚𝛼 = ෍ 𝑤𝑓2 ∆𝑥
𝑓 36.5 𝑆𝑐ҧ 𝜕𝛼
𝑥=0

𝑘2 − 𝑘1 = apparent mass coefficient


𝑆 = wing reference area
𝑐ҧ = wing mean aerodynamic chord
𝑙𝑓 = length of fuselage
𝑤𝑓 = average width of fuselage section
𝑖𝑓 = incidence of fuselage camber line
relative to fuselage reference line
at the center of each fuselage
increment 𝛼0𝑤 = the wing zero lift angle relative
∆𝑥 = length of the fuselage increments to the fuselage reference line
Remarks
• The result of adding a body and nacelles to a
wing may usually be interpreted as:
– A shift (forward) of the mean aerodynamic center
– An increase in the lift-curve slope
– A negative increment in 𝐶𝑚𝑎𝑐
Example 2.2 (Nelson)
For the shown general aviation airplane, determine the contribution of the wing, tail,
and fuselage to the 𝐶𝑚 versus 𝛼 curve. For this problem, assume standard sea-level
atmospheric conditions.
Solution
𝐶𝑙𝛼𝑤
𝐶𝐿𝛼𝑤 =
1 + 𝐶𝑙𝛼𝑤 Τ𝜋𝑒𝐴𝑅

0.097Τ𝑑𝑒𝑔 57.3 𝑑𝑒𝑔Τ𝑟𝑎𝑑


=
1 + 0.097Τ𝑑𝑒𝑔 57.3 𝑑𝑒𝑔Τ𝑟𝑎𝑑 Τ 𝜋 1.0 6.06
= 4.3 𝑟𝑎𝑑−1

𝐶𝑙𝛼
𝑡
𝐶𝐿𝛼 =
𝑡 1 + 𝐶𝑙𝛼 Τ𝜋𝑒𝐴𝑅
𝑡

0.086Τ𝑑𝑒𝑔 57.3 𝑑𝑒𝑔Τ𝑟𝑎𝑑


=
1 + 0.01Τ𝑑𝑒𝑔 57.3 𝑑𝑒𝑔Τ𝑟𝑎𝑑 Τ 𝜋 1.0 6.06
= 3.91 𝑟𝑎𝑑−1
𝑥𝑐𝑔 𝑥𝑎𝑐
𝐶𝑚0𝑤 = 𝐶𝑚𝑎𝑐𝑤 + 𝐶𝐿0𝑤 −
𝑐ҧ 𝑐ҧ
𝑥𝑐𝑔 𝑥𝑎𝑐
𝐶𝑚𝛼𝑤 = 𝐶𝐿𝛼𝑤 −
𝑐ҧ 𝑐ҧ

𝐶𝐿0𝑤 = 𝐶𝐿𝛼𝑤 𝛼0

= 4.3 𝑟𝑎𝑑 −1 5 𝑑𝑒𝑔 Τ 57.3 𝑑𝑒𝑔Τ𝑟𝑎𝑑


= 0.375
𝑥𝑐𝑔 𝑥𝑎𝑐
𝐶𝑚0𝑤 = 𝐶𝑚𝑎𝑐𝑤 + 𝐶𝐿0𝑤 −
𝑐ҧ 𝑐ҧ
= −0.116 + 0.375 0.295 − 0.250
= −0.099
𝑥𝑐𝑔 𝑥𝑎𝑐
𝐶𝑚𝛼𝑤 = 𝐶𝐿𝛼𝑤 −
𝑐ҧ 𝑐ҧ
= 4.3 𝑟𝑎𝑑 −1 0.295 − 0.250
= 0.1935 𝑟𝑎𝑑 −1
𝐶𝑚0 = 𝜂𝑉𝐻 𝐶𝐿𝛼 𝜖0 + 𝑖𝑤 − 𝑖𝑡
𝑡 𝑡
𝑑𝜀
𝐶𝑚𝛼 = −𝜂𝑉𝐻 𝐶𝐿𝛼 1 −
𝑡 𝑡 𝑑𝛼

𝑙𝑡 𝑆𝑡 16 𝑓𝑡 43 𝑓𝑡 2
𝑽𝑯 = = 2
= 0.66
𝑆𝑐ҧ 184 𝑓𝑡 5.7 𝑓𝑡

2𝐶𝐿0𝑤 2 0.375
𝜺0 = = = 0.04 𝑟𝑎𝑑 = 2.30
𝜋𝐴𝑅𝑤 𝜋 6.06

𝒅𝜺 2𝐶𝐿𝛼𝑤 2 4.3
= = = 0.45
𝒅𝜶 𝜋𝐴𝑅𝑤 𝜋 6.06
𝐶𝑚0 = 𝜂𝑉𝐻 𝐶𝐿𝛼 𝜖0 + 𝑖𝑤 − 𝑖𝑡
𝑡 𝑡

= 0.66 3.91 𝑟𝑎𝑑−1 2.30 + 1.00 − −1.00 Τ57.3 𝑑𝑒𝑔Τ𝑟𝑎𝑑


= 0.194

𝑑𝜀
𝐶𝑚𝛼 = −𝜂𝑉𝐻 𝐶𝐿𝛼 1−
𝑡 𝑡 𝑑𝛼

= − 0.66 3.91 𝑟𝑎𝑑−1 1 − 0.45


= −1.42 𝑟𝑎𝑑−1
𝑥=𝑙𝑓
𝑘2 − 𝑘1
𝐶𝑚0𝑓 = ෍ 𝑤𝑓2 𝛼0𝑤 + 𝑖𝑓 ∆𝑥
36.5 𝑆𝑐ҧ
𝑥=0

𝑥=𝑙𝑓
1 2 𝜕𝜀𝑢
𝐶𝑚𝛼 = ෍ 𝑤𝑓 ∆𝑥
𝑓 36.5 𝑆𝑐ҧ 𝜕𝛼
𝑥=0

𝐶𝑚0𝑓 = −0.037

𝐶𝑚𝛼 𝑓 = 0.12 𝑟𝑎𝑑 −1


𝑪𝒎𝟎 𝑪𝒎𝜶 (𝒑𝒆𝒓 𝒓𝒂𝒅)
Wing -0.099 0.1935
Tail 0.194 -1.42
Fuselage -0.037 0.12
Airplane 0.058 -1.1065

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